Vaporizing apparatus



Patented Aug. 2, 1921.

2 SHEETS-SHEET I.

C. W. SNYDER.

VAPORIZING APPARATUS.-

APPLICATION FILED MAR. 21, 1917.

1,386,376. PatentedAug. 2,1921.

2 SHEETS-SHEET 2- @[MWFVWA UNITED STATES PATENT OFFICE.

CHARLES W. SNYDER, OF LOS ANGELES, CALIFORNIA.

VAPORIZING APPARATUS.

Specification of Letters latent.

Patented Aug. 2, 1921.

Application filed March 27, 1917. Serial No. 157,635.

T 0 all whom it may concern:

Be it known that I, CHARLES W. SNYDER,

a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful Vaporizing Apparatus, of which the following is a specification.

An object of this invention is to secure a thorough vaporization of liquid fuels, especially of the heavier hydrocarbons, and at the same time introduce a suflicient quantity of air at a suitable temperature into the vapor produced to prevent the immediate condensation of this vapor. The particular type shown in the drawings is designed especially for converting the liquid fuel used in the surface tension, increases the molecular motion and lowers the boiling point of that fluid, thus greatly assisting in the vaporization of the fluid. In this vaporizer I utilize these properties of the vacuum in assisting vaporization and at the same time provide means for introducing into the vapor formed a predetermined amount of air heated to the temperature which is most suitable for the particular fluid which has been vaporized.

The accompanying drawings illustrate the invention: I r V Figure 1 is a plan view showing the vapor izer and an internal combustion engine to which it is connected and with which it functions.

Fig. 2 is an end elevation of Fig. 1.

Fig. 3 is an enlarged'side elevation, partly in section, showing the side of the vaporizer next to the engine in Fig.1.

Fig. 4 is a sectional elevation on the line 09 -02 Fig. 5. j

Fig. 5 is a plan view of Fig. 3, a portion of the hot air pipe being removed.

Fig. 6 is a-plan view on the line wm, Fig. 4,. showing in section the construction for admitting fluid to the vaporizer cylinders and a needle valve controlling the admission of this-fluid. I

Fig. 7 is a section on the line ar -00, Fig. 4. Fig. 8 is a fragmental sectional elevation on the line w :0 Fig. 6.

In the accompanying drawings my vaporizer is shown as a four cylinder device,'but it is evident that the vapor produced by any one cylinder is the same as that produced by any of the other three, therefore the number of cylinders is immaterial, varying with the requirements of the particular purpose for which the vaporizer is used.

Referring to the drawings it will be noticed that the internal combustion engine 1 is provided as is usual with an intake manifold 2 and an exhaust-manifold 3, the said intake manifold 2 being in normal connection with my vaporizer.

Referring more particularly to Figs. 3 and 4. it will be seen that the vaporizer is provided with the cylinders 5'containing the pistons 9, said pistons 9 being operated by the crank shaft 11, 12 through the connect ing rods 10, the said crank shaft being rotated in the bearings 13 fixed in the ends of the crank case 14.

an exit port 6 through which the mixture of vapor and air is allowed to escape.

The exit port 6 is provided with the valve 7 which is retained on its seat by'the light spring 8.- The conduit 4 which is a contin uation of the intake conduit 2 of the engine 1, is connected through the valve 7 with the interior of the cylinder 5 and receives the mixture of vapor and air from the said cylinders. The conduit 4 is open at one end to the atmosphere so that air can'pass into said conduit.

Inasmuch as the vaporization of the heavier fuels requires air at a temperature above the normal atmosphere, I provide the hot air chamber 16 connected with a hot air pipe 17 leading to some convenient source of heat. As shown an extension of this hot air pipe 17- is passed through the exhaust securing the necessary'heated air. In this various throttle openings.

hot air pipe 17 I provide a throttle valve 19 for controlling the amount of air admitted to the cylinders 5 of the vaporizer.

In operating an internal combustion en-' gine it is often essential that the vaporizer the cylinders of the engine.

The liquid fuel line 33', leading from any convenient source of liquid fuel supply, may be opened or closed by the valve 3a which is connected to the vaporizer by the union 29 thus allowing the liquid fuel to enter the vaporizer system through the duct 30, the said liquid fuel passing the needle valve 31 and flowing thence right and left to the cylinders of the Vaporizers through the pipes26. 1 j

l/Vhen the vaporizer is a multicylinder device, if the fuel were allowed to flow freely from cylinder to cylinder, the suction stroke of one cylinder would draw the fuel. away from all the others. To prevent this action I provide a device of the character shown in Fig; 8, where 23 is the fuel lineof the vvaporizer, 22 a port through which the liquid fuel enters the cylinder and 24 .a ball check valve preventing the return of any fuel from that cylinder. 1"

' Any suitable means may beused for controlling the action of the'needlevalve'31 j but Iprefer the; variable cam plate 35 mounted on the shaft 38, the said cam plate 35 being attachedto the quadrant 37, the contour of thesurface of its face being conyum has been produced within the cylinder to trolled by thescrews 36. It isiunderstood 7 that the cam' plate 35 and the quadrant 37 the cam plate 35, in this way governing the amount of fuel which passes the. needle valve.

- The usual throttle rod 48 I pivot at 417: to the link 4-2, then by connecting this link 742 with the cam plate 35 and the throttles 19 and 40 in a manner hereinafter to be described, I am able to control boththe liquid fuel and vthe air passing through the vaporizer, or the total volume of mixture entering the engine. I

i I provide this link 42 with the opening 43 through which is thrust the bent end of the lever 39 which actuatesthe cam plate 35.

I provide this link 42 with the slot 45 through which the bent section of. the throttle lever 41 may slide, the spring 46 retaining this lever l1 in the left hand end of the slot asshownuntil the throttle valve 40 hecomes completelyiclos'ed. I also provide this link 12 with the arm ll which at the instant actuated by the arm 44.

NVhen my vaporizer is used to produce fuel for an internal combustion engine, a

convenient method of operating it is to provide the. sprocket 5O fixed to the end of the crank. shaft :12, atthesame time attaching a similar sprocket 52 to the cam shaft 53 of theengine 1 and then driving the'vaporizer' through the chain 51. V

' As the mixture produced in any one cylin- 'der of this vaporizer is the same as that produced in anyother similar cylinder, it is evident that the. number of cylinders used is immaterialQa "sufficient number being provided to meet the requirements for different uses. i

In operationyit is most'desirable to secure "as great a vacuum as'is possible in the cylinders of this vaporizer, therefore thepistons 9 atthe beginning of the vacuum stroke are brought as near tnecylmder heads as good-mechanics will allow.

The instant the piston 9 begins its downward stroke a vacuum commences to form within the cylinder '5, said vacuum constantly increasing-until the piston uncovers the air ports 15. As soon assuflicient vacuovercome the inertiaofandinove the liquid fuel through the port 20 the said liquid fuel begins to flow into the cylinder5 and continues to flow therein until :the vacuum is relieved by-th'e openingof the air ports 15. During the vacuum stroke of thepistonl) a very small' amount of the liquid fuel flows into the cylinder 5. Assuming, for example, that there is one drop of fluid for each two cubic inches of cylinder volume, the amount of air remaining within the cylinder at the beginning oft-he vacuum stroke is very small 111Cl:;l7l16 action of the vacuum tends to expand this small amount of air and the drop offluidto the two cubic inches of volume. "ll hen th s vaporization has become falrly complete, air heated to the proper temperature, entering the cylinder 5 through the port-15 tends to maintain and assist the vaporization. I f

The proper temperature of this heated air entering the cylinders 5; through the ports 15 varies withthe different fuels.

1'-'lThe,-a irenteringflthe vaporizer cylinders 5. through the ports 15 may have its temperature raised to the desired point by any suitable means, as, for instance, running the air intake pipe through the exhaust manifold as shown, where the hot air pipe 17 passes through theexhaust manifold 3 of the engine 1. f

'lVhen the piston 9 returns on its upward stroke, the mixture of vapor and air formed in the cylinders 5 is allowed to escape through the valve 7 into the conduit 4 from which it passes into the engine 1. If the vaporizer does not supply fuel to an engine this conduit 4 will convey the mixture to any place where it is to be used.

As I desire to avoid as much as possible all compression within the cylinders of the vaporizer, I make the valve" 7 as light as is consistent and provide it with a spring having just. suflicient tension to return the valve to its seat after the cylinders have been emptied.

As the volume of the vaporizer cylinder may be much less than the volume of the cylinder of the engine which it feeds, it is essential that means be provided for varying the amounts of air and liquid fuel entering the vaporizer, and also for varying the auxiliary air entering the engine so that a normal mixture may be secured in the engine at all speeds and with all degrees of throttle openings.

e The throttle valve. 19 shown as a butterfly valve maybe of any convenient type, its function being the control of the air entering directly into the cylinders of the vaporizer. The valve 40 also shown as a butterfly may be placed in any desired positionalong thetube 4 of the vaporizer, its function being to control'the total volume of air and vapor leaving the vaporizer, that is, when this valve 40 is closed no more charge can enter the engine than can pass through the cylinders of the vaporizer, but

when this valve is wide open the'charge may equal the full capacity of the conduit 4.

If the throttle rod 48 as shown in Fig. 3, be moved to the right as far as possible the throttlesl9 and 40 will be wide open and the needle valve 31 will be at its maximum opening for a correct mixture and the en gine will be taking its maximum volume of charge. 1

In this condition any of the cylinders 5 of the vaporizer. is passing into the conduit 4 a mixture over rich in fuel. vapor, this over rich mixture being diluted to a normal mixture by the air entering the conduit 4' directly past the throttle valve 40.

As the throttlerod 48 is drawn to the left in Fig. 3 of the drawings, it causes the link 42 to gradually close the throttle valve 40 at the same time moving thecam plate 35 attached to the quadrant 37 through the lever 39, this motion of the cam forcing the needle valve 31 toward its seat. This act decreases proportionally both the amount of air passing the throttle valve 40, and the fluid entering the vaporizer past the needle valve 31.

W hen the link 42 has been brought to the position shown in the drawing the valve 40 is completely closed and all the mixture entering the cylinders of the engine must pass through the cylinders of the vaporizer, and movement of the link 42 from this position on until there is no more mixture entering the cylinders of the engine, the mixture passed from the cylinders of the vaporizer to be a normal mixture.

As thelink 42 is advanced farther to the left from .the position shown, the throttle valve 40 remains fixed (that is in the closed position) the lever 41 sliding through the slot 45. At the instant the throttle 40 is closed the arm 44 of the link 42 makes a contact with the lever 20, actuating the throttle valve 19, and further leftward movement of the link 42 gradually closes said throttle 19 until it is completely closed. At the same time the motion of the link 42 advances the cam thus moving the needle valve 31 toward its seat until the point is reached where neither liquid'fuel nor air can enter the vaporizer.

I claim:

1. A vaporizer comprising a vacuum pump, means communicating with the head end of the pump for admitting liquid fuel during the vacuum stroke of said pump, means for admitting air to said pump at or near the end of the vacuum stroke of said pump, means for varying the amount of both liquid fuel and air entering said pump, and means for allowing the mixture to be emitted from said pump at a pressure no greater than atmosphere.

2. A vaporizer comprising a vacuum pump, means for admitting liquid fuel into the head end of said pump, means for admitting air to said pump, a control forvarying both the amount of air and of the liquid fuel entering said pump, means for raising the temperature of the air entering said pump above the temperature of the normal atmosphere.

3. In a vaporizer, a vacuum pump comprising a working cylinder and a working piston, a liquid fuel inlet port, communicating with the head end of the cylinder for admitting liquid fuel to the said cylinder during the vacuum stroke of said. piston, an air inlet port admitting air to the said cylinder at or near the end of the vacuum stroke of said piston, a port allowing the exit of the mixtureof vapor and air from the cylinder, means for admitting both the liquid fuel and air to said cylinder in variable amounts as required, means for raising the temperature of the air admitted to said cylinder substantially as described.

4:. The combination with an engine, of a cylinder, means to supply fuel. to the head end of said cylinder, means in conjunction wlth the engine exhaust pipe to supply hot a1r to sald cylinder, a piston 1n the cylinder,

end of said cylinder, a valve to control the fuel supply, means in conjunction with the engine exhaust pipe to supply hot air to said cylinder, a piston in the cylinder, means operatively-connecting the engine to the piston to drive said piston, means connecting the cylinder to the intake of the engine, a valve to throttle the hot air supply, and means to operate the air and fuel valvestogether.

6. The combination with an engine, of a cylinder, means to supply fuel to said cylinder, a valve to control the fuel supply, a. mixture passage communicating with the cylinder, a valve to control the flow of air from the atmosphere into said mixture passage, a piston in the cylinder, means operatively connecting the engine to the piston to drive said pistommeans connecting the mixture passage to the intake of the engine, and means to operate the air and fuel valvestogether. i

7 The combination with an engine, of a cylinder, means to supply fuel to said cylinder, a mixture passage communicating with the cylinder, a valve to control the flow of air from the atmosphere into said mixture passage, means in conjunction with the engine exhaust pipe to supply hot air to the cylinder, a valve to throttle the hot air supply, a piston in thecylinder, means operatively connecting the engine to the piston to drive said piston, means connecting the mixture passage to the intake of the engine, and means to operate the first named valve and the hot air valve together.

8. The combination with an engine, of a cylinder, means to supply fuel to said cylinder, a valve to control the fuel supply, a mixture passage communicating with the cylinder, a valve to control the flow of air. from the atmosphere into the mixture passage, means in' conjunction with the engine exhaust pipe to supply hot air to the cylinder, a valve to throttle the hot air supply, a piston in the cylinder, means operatively connecting the engine to the piston to drive said piston, means connecting the mixture passage to the intake of the engine, and I "d ay of li iarch',

-means' to operate all of' said valves togethen v 9. in combination, a cylinder having an air inlet port andan exhaustport, amixture passage communicating with the exhaust port and adapted to be connected to the intake of an engine, a valve-for the exhaust port, a valve to control the flow'of atmospheric air into the mixture passage, a piston in thecylinder, and means adapted to operatively connect the piston to an engine shaft.

10. A vaporizer comprising a vacuum pump, means for admitting liquid'fuel into the headof saidpump during the vacuum stroke of said pump, means for admitting air to said pump ator near the end of the vacuum stroke of said pump, means for varying the amount ofsaid liquid fuel entering said pump, means for" varying the amount o'f'air entering said pump, a. unit control for varying the'amount {of air and liquid fuel entering said pump. v

11. A vaporizer comprising a. vacuum pump, means for admitting liquid fuel into the head end of the pump during the vacuum stroke of said pump, and means for'admitt n air to sald pump at or the vacuum stroke.

near the end of 12. A vaporizer comprising acylinder having a continuouslyopen fuel port, and a working piston in the cylinder, the cylinder having an air port positioned" approximately coincident to the end of the-vacuum stroke of the piston and adapted tobe closed q and opened by the piston.

13. A vaporizer comprising a cylinder having means entraining liquid fuel into one end of the cylinder and means entraining air into the other end of the-cylinder, and a piston working in the cylinder to create a vacuum for drawing. fuel into the cylinder when the vacuum overcomes the inertia of the fuel, the piston openingthe air entraining means at or near the end of the vacuum stroke 1a. A vaporizer comprising a vacuum pump, having a cylinder and-a working piston, a continuously open liquid fuel port directing fuel into the head'end offthe cylinder, an air port directing air into? the Op: posite end of the cylin'der and iu'nc'overed by the piston only'at o-r l'n'ear the end of its effective area of the fuel port. i

Signed at Los Angeles, California, this 22 1917." V 7 I CHARLES WV SNYDER.

W'itnessesi All; Sormrmrnaunn; i 

